JPS6237544A - Multistep transmission - Google Patents

Abstract

PURPOSE:To secure such a transmission that has no torque converter and lessens an energy loss, by combining three sets of planetary gears, a clutch and a brake together. CONSTITUTION:A first center gear 3 is being connected to a first clutch 18 and locked by a first brake 22. In input shaft 1 is being connected to a second clutch 19 and locked by a second brake 23. The output shaft (2) side of an input shaft 1 is coupled with a second carrier 15'. Likewise, the input shaft (1) side of the output shaft 2 piercing a third center gear 5 is coupled with a fifth carrier 17. A first internal gear 6 is coupled with a second center gear 4 and simultaneously coupled with a second internal gear 7 by a third clutch 30. This second internal gear 7 has a third brake 24, and a fourth carrier 16' is coupled with a third internal gear 8 while coupled with a third center gear 5 by a fourth clutch 21.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a multi-stage transmission mainly for automobiles using planetary gears.

Current automatic transmissions use fluid-type torque converters, so there is slippage due to oil as an energy transfer medium and loss due to heat generation, which worsens combustion efficiency and impairs the effectiveness of engine braking. There is a drawback.

Therefore, in order to solve the above-mentioned drawbacks, the present invention aims to provide a multi-speed transmission that does not require a hydraulic torque converter, has low energy loss, has good drivability, and can be developed into an automatic transmission. .

This invention involves arranging simple planetary gearings with similar basic configurations in parallel, combining them with clutches, brakes, etc., and connecting each part well to achieve a total of nine gear ratios, six forward speeds and three reverse speeds. The gear ratio is large, and the clutches and brakes are controlled by computer hydraulics, etc., and the operating pattern is sequentially changed and the gear ratio is changed to automatically shift gears. .

Note that when starting, the clutch is actuated by input signals such as accelerator opening and engine speed, and this multi-stage transmission, which is characterized by a large reduction ratio, enables automatic starting.

An embodiment of the present invention will be described below with reference to the accompanying drawings.

The basic configuration of each simple planetary gear ring A, B, and C is that the pinion gears 9 and 1011 mesh with the center gears 3, 4, and 5, and the internal gears 6, 7, and 8. A plurality of projecting pieces 15a, 15'a, 16a, 16'a, extending at a certain relative angle,
Rotatable carrier 15, 1 with 17a, 17'a
5', 16, 16', 17, 17', each protruding piece 15
a, 15'a, 16a, 16'a 17a, 17'a have carrier holes 15b, 15'b, 16b, 16'b, 17
b, 17'b are provided at equal distances from each center, and the rotation shafts 12, 1 of the pinion gears 9, 10, 11
3 and 14 are rotatably supported.

Each center gear 3, 4, 5, internal gear 6, 7,
8, carrier 15, 15', 16, 16', 17, 17
The center of ' is on the same axis as the input shaft 1 and the output shaft 2, and is rotatable.

The first center gear 3 is connected to the first clutch, and is inputted by this operation. Further, it is locked by operating the first brake. The input shaft 1 is connected to a second clutch, and input is received by this operation. first carrier 15
A second brake 23 is provided to lock the brake.

The relatively rotatable input shaft 1 passes through the center of the first center gear 3, and the output shaft 2 side is connected to the second carrier 15'. Further, there is the output shaft 2 which passes through the center of the third center gear 5 and is relatively rotatable.
The input shaft 1 side is connected to a fifth carrier 17.

The first internal gear 6 is coupled to the second center gear 4. At the same time, the third clutch 20 is operated to connect with the second internal gear 7.

A third brake 24 is provided to lock the second internal gear 7.

The fourth carrier 16' is connected to the third internal gear 8. At the same time, the fourth clutch 21 is operated to connect with the third center gear 5. This third center gear 5
The fourth brake 25 is responsible for locking.

The multi-stage transmission shown in the embodiment has the above structure and becomes an automatic transmission when each clutch and brake are controlled by a computer or the like.

The operation of this multi-stage transmission will be explained below.

First, the operation pattern of the first speed is as follows.

Activation of the first clutch 18, activation of the second clutch, activation of the third brake 24, activation of the fourth brake 25, and release of the remaining control elements.

Due to the above, the first internal gear 6 has no choice but to move, so it is connected to the input, and the input is input to the second center gear 4. Since the second internal gear 7 is locked by the third brake 24, the fourth carrier 16' is decelerated and input to the third internal gear 8 connected thereto. Since the third center gear 5 is locked by the fourth brake 25, the fifth carrier 17 is further decelerated and power is transmitted to the output shaft connected thereto.

Activation of the second speed first clutch 18, activation of the second clutch 19, activation of the third brake 24, activation of the fourth clutch, and release of the remaining control elements.

Due to the above, the first center gear 3 and the second carrier 15' are in a direct connection as in the first gear, and the first internal gear 6 has to rotate in synchronization with them, so it is also directly connected to the input. This results in an input to the second center gear connected to this.

Similarly, the third brake 24 is operating and the second internal gear 7 is locked, so the fourth carrier 16
' decelerates. Due to the operation of the fourth clutch 21, the third internal gear 8, which is connected to the fourth carrier 16', and the third center gear 5 are brought into a connected state, and the fifth carrier 17 is forced to rotate in synchronization with them. Therefore, the power is transmitted to the output shaft while the fourth carrier 16' is being decelerated.

Activation of the third speed second clutch 19, activation of the fourth clutch 21, activation of the first brake 22, activation of the third brake 24, and release of the remaining control elements As described above, the input shaft connected to the second clutch 19 1
The second carrier 15' coupled to the second carrier 15' rotates, and the first internal gear 6 accelerates because the first brake is activated. This then enters the second center gear 4 connected to the first internal gear 6 as an input, and since the third brake 24 is operating, the fourth carrier 16' is decelerated.

Since the fourth clutch 21 is operating as in the second gear,
The third internal gear 8 and the third center gear 5, which are connected to the fourth carrier 16', are in a connected state, and the fifth carrier 17 has to rotate in synchronization with them. The power is transmitted to the output shaft 2 connected to the fourth carrier 17 while maintaining the reduction ratio up to the fourth carrier 16'.

As a result, the speed increase of the first internal gear 6 suppresses the deceleration of the fourth carrier 16', resulting in a reduction ratio that is slightly lower than the second speed.

4th speed Activation of the first clutch, activation of the second clutch 19, activation of the third clutch 20, activation of the fourth brake, release of the remaining control elements. The gear 3 and the second carrier 15' connected to the input shaft 1 are in a direct connection state, and the first internal gear 6 has no choice but to rotate in synchronization with them. The second center gear 4 coupled to the first internal gear 6 by the operation of the third clutch 20
and second internal gear 7, and the fourth carrier has no choice but to rotate in synchronization with them. That is, the fourth carrier 16' is directly connected to the input, and the input is input to the third internal gear 8 connected thereto. Since the fourth brake 25 is operating, the fifth carrier 17 decelerates and power is transmitted to the output shaft connected thereto.

fifth gear All clutches activated, all brakes released.

As a result of the above, all stages are directly connected, and the input and output are 1:1.
become.

Sixth gear (sixth gear is overdrive) second clutch operation, third clutch 20 operation, fourth clutch 21
actuation, actuation of the first brake 22, and release of the remaining control elements.

Due to the above, the first center gear 3 is locked,
Since the second carrier 15' coupled to the input shaft 1 rotates, the first internal gear 6 speeds up. Since the third clutch 20 is operating, the second center gear 4 and the second internal gear 7, which are connected to the first internal gear 6, are connected, and the fourth carrier 16' is connected to them. Since they have to rotate synchronously, input is input to the third internal gear 8 connected to the fourth carrier 16' while the first internal gear 6 is increasing its speed. However, since the fourth clutch 21 is operating, the third center gear 5
and the third internal gear 8 are in direct connection with each other, and the fifth carrier 17 has no choice but to rotate in synchronization with them. Therefore, while the speed increase of the first internal gear 6 remains unchanged,
Power is transmitted to the output shaft 2 coupled to the fifth carrier 17.

Reversal - activation of the first speed second brake 23, activation of the third brake 24, activation of the first clutch 18, activation of the fourth clutch 21, release of the remaining control elements.

As a result of the above, input is input to the first center gear 3.

and the second brake 23 is operating, and the first carrier 15
Since the first internal gear 6 is locked, the first internal gear 6 performs reverse deceleration, and the second center gear 4 connected thereto receives input. The third brake 24 is operating,
Since the second internal gear 7 is locked, the fourth carrier 16' is further decelerated, and the third internal gear 8 connected thereto is activated by the fourth clutch 21, so that the third center gear 5 Since the fifth carrier 17 has to rotate in synchronization with these, the power is transferred to the output shaft connected to the fifth carrier 17 while maintaining the reduction ratio up to the fourth carrier 16'. will be transmitted.

Reverse rotation - activation of second speed second brake 23, activation of fourth brake 25, activation of first clutch 18, activation of third clutch 20, release of remaining control elements.

Due to the above, as with the first reverse speed, the input is input to the first center gear and the second brake 23 is activated.
The first internal gear 6 performs reverse speed reduction. Since the third clutch 20 is operating, the second center gear 4 and the second internal gear 7, which are connected to the first internal gear 6, are in a direct connection, so the fourth carrier 16'
must rotate in sync with these. Therefore, while the first internal gear 6 is being decelerated in reverse, an input is input to the third internal gear 8 coupled to the fourth carrier 16'. Since the fourth brake 25 is operating and the third center gear 5 is locked, the fifth carrier 17 remains in reverse, decelerates further, and transmits power to the output shaft 2 connected to it. go.

Reversal - activation of the third speed second brake 23, activation of the first clutch 18, activation of the third clutch 20, activation of the fourth clutch 21, release of the remaining control elements.

As a result of the above, as with the first and second reverse speeds, input is applied to the first center gear 3, the second brake 23 is operating and the first carrier 15 is locked, so the first internal gear 6 reverses and decelerates. Since the third clutch 20 and the fourth clutch 21 are operating, the first internal gear 6 and the subsequent gears are directly connected, and the output shaft 2 is directly connected to the first internal gear 6.
Power is transmitted to.

As described above, the operating pattern is changed to create each gear ratio, and acceleration, deceleration, speed increase, and reverse are performed.

Note that neutral is achieved by disengaging all elements, but also by disengaging the first clutch 18 and second clutch 19.

In addition, with current devices, the clutch needs to slip when starting, and the hydraulic torque converter needs to be smoothed by oil, but this multi-stage transmission device attempts to solve this problem by increasing the reduction ratio and absorbing that energy. There is.

As described above, according to the present invention, there is no need for a hydraulic torque converter, leading to cost reduction, and
It has good energy efficiency, improved drivability, can be used as both an automatic transmission and a manual transmission, and has the effect of engine braking.

[Brief explanation of the drawing]

The drawings show an embodiment of the present invention, and FIG. 1 is a front view of a simple planetary gear ring A shown in FIG. 4. Fig. 2 is a front view of the simple planetary gear ring B shown in Fig. 4, Fig. 3 is a front view of the simple planetary gear ring C shown in Fig. 4, and Fig. 4 is a longitudinal cross-sectional side view of the entire device. It is a diagram. DESCRIPTION OF SYMBOLS 1... Input shaft, 2... Output shaft, 3... First center gear, 4... Second center gear, 5... Third center gear, 6... First internal gear , 7... second internal gear, 8... third internal gear,
9... First pinion gear, 10... Second pinion gear, 11... Third pinion gear, 15... First carrier, 15'... Second carrier, 16... Third carrier, 16 '... Fourth carrier, 17... Fifth carrier, 17'... Sixth carrier, 18... First clutch, 19... Second clutch, 20... Third clutch, 20 ...Fourth clutch, 22...First brake, 23...Second brake, 24...Third brake,
25...Fourth brake.

Claims (1)

[Claims] In a transmission having one or three sets of simple planetary gear units, each center of the units arranged in parallel is aligned with the same axis, and a relative The input shaft, which is freely rotatable, and the second carrier on the output side of the front stage are fixed and integrated, and the output shaft, which is relatively rotatable and passes through the center of the third center gear at the rear stage, is connected to the second carrier on the output side of the rear stage. 5. A clutch is fixedly integrated with the carrier to connect the first internal gear of the front stage and the second internal gear of the middle stage, and at the same time connects the first internal gear and the second internal gear of the middle stage. Further, a clutch is provided between the fourth carrier on the middle output side and the rear third internal gear, and at the same time, the fourth carrier and the third center gear. Multi-speed transmission. 2. A clutch for transmitting power to the input shaft is provided on the input side, a clutch for transmitting power to the preceding first center gear is also provided on the input side, and related thereto, a clutch for locking the first center gear is provided. A brake is provided, and a brake is provided that is responsible for locking the first carrier on the front input side,
The multi-stage transmission device according to claim 1, further comprising a brake for locking the middle second internal gear, and a brake for locking the rear third center gear. .